I've suffered major clutch judder for some years now, usually when warmed up and in traffic is when its worst. Also the clutch hasn't been feeling right for a while now. There can be no free play at the clutch arm or the gears graunch.
CF Bedford short wheel base camper van rear diff assembly 5 stud pattern. 3.5 gear ratio so good for the highway compared to other ratios often found in the CF model. Removed from a rusted out camper running a 173 and 4 speed gearbox. $770 with a 30 day warranty not road tested as the van was missing engine parts.
Also the clutch pedal bites soon as you bring it up. Anyway, in a recent break in the weather I thought I'd try and tackle this. I fitted a new clutch cable, secondhand (but described as good) relay lever, and had the flywheel refaced.
I put it all back together with a new friction plate. Now its all got worse.
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Unless the clutch adjusting nut is virtually at the end of the threaded rod the gears graunch. I daren't take it out for a run to see if the judder has gone as I don't want to damage anything. The clutch arm is tensioned so surely the release bearing is engaged and the clutch slightly slipping? I'm really at a loss now.
I've resigned myself to the fact I'm going to have a strip it all back down again, but what am I looking for? Everything seemed fine and unless I've made a school boy error (clutch plate the wrong way round?) I can see myself reassembling it and it to be just the same. I've spent loads of money on the van in the hope of making it more refined (Laycock overdrive, Lumenition) but this stupid problem is really getting me down. Any tips/advice/matches/petrol appreciated. Check for lost movement in the clutch linkage, pedal to relay lever (i.e.
9.5 inch clutch on 2279cc slant engines). Common problems are worn clevises at either end, worn clutch pedal clevis eye, missing washer between cable and bulkhead (under bonnet side). A few mm of lost movement in the linkage can translate as an inch or three of travel at the pedal pad. (Clutch pedal should be roughly in line with the brake pedal unless the return spring under the dash is missing.) Bulkhead moving when the pedal is depressed can contribute to low pedal action too and, in turn, cause clutch judder because control will be difficult. Bulkhead moving when pedal depressed usually is an indication of pressure plate diaphragm spring 'coning' due to clutch wear/diaphragm spring fault causing heavy clutch action and eventually cracks will appear around the cable mounting hole. Check the alignment of the relay lever: should look like this (lever long arm below pivot) when the clutch is in good condition - If the lever is vertical or over-centre the opposite way to that in the illustration then the problem may be incorrect release bearing or worn pressure plate face and/or faulty diaphragm spring.
If the lock washer is missing from under the fork pivot pin then that won't help either. Correct release bearing for Vauxhall gearbox - Other type (for ZF boxes) is much shorter and the collar for the fork pegs usually is pressed steel.
If the relay lever position is near enough correct and there's little or no wear in the pedal linkage then suspect inner cable length incorrect: can happen but I've not come across this problem for a long time. Pressure plate - worn face or diaphragm spring faulty - seems most likely though with history of clutch judder but first rule out squishy left hand engine mounting and anything wrong with the judder bar and bushes between the gearbox mounting and cross member. A little ray of sunshine: clutch plate wrong way round usually results in no disengagement at all.
Although the Dormobile name was primarily associated with motor homes based on the front-engined, conversions were also offered of competitor vehicles with more intrusively located engines such as this 1965. The Dormobile is a 1960s-era (motorcaravan, motorhome) conversion, based on the van, and subsequently on the.
It was manufactured in in Kent, southern England,. The first Bedford CA based Dormobile motorhome, complete with a gas stove, a sink and cupboards and seats which converted into beds, appeared in 1957. The elevating roof, hinged on one side and featuring a red and white striped canopy, was quickly evolved in order to make it possible to stand within the vehicle. The campervan idea originated as a compromise negotiated with the UK tax office.
Earlier in the 1950s, the manufacturers specialised in converting the van into a mini-bus, featuring extra side windows and seats. The UK tax authorities asserted that the converted vehicle was effectively a form of, and therefore its retail price should bear passenger car, a burden from which buyers of vans were spared. However, the manufacturers negotiated an agreement whereby Dormobile converted vans could be sold without purchase tax, provided they incorporated 'built-in life support equipment' such as a cooking device, and facilities for the washing and storage of clothes. These stipulations triggered a move away from minibus conversions to motorhome conversions, which carved out a substantial new life-style market as the ensuing decade saw a substantial increase in disposable incomes in the UK. The company subsequently converted a number of different van-based vehicles to other uses, including and ambulances, before collapsing in the mid-1990s.
The novelist and his wife, owned one and used it as a home and means of travelling throughout Western Europe in the late 1960s. Burgess described the Bedford Dormobile as 'a miracle of British design, although much let down by slipshod British execution – screws missing, bad wood-planing.' See also.
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